Auto-stop governor



Jan. 12, 1932. A. E. 1.. CHORLTON 1,841,087

AUTO STOP GOVERNOR Filed Feb. 11, 1928 3 Sheets-Sheet l WITNESS v I. INVENTOR 5 A-E-L-clbrnon ATTORNEY 5 Sheets-$heet 2 INVENTOR A.E.L.Chorlf n ATTORNEY A. E. L. CHORLTON AUTO STOP GOVERNOR Filed Feb. 11, 1928 I/IIII/III/I/I/I/ I FLQ. 2.

Jan. 12, 1932.

WITNESS Jan. 12, 1932. A. E. L. CHORLTON 1,841,087

AUTO STOP GOVERNOR Filed Feb. 11, 1925 s Sheets-Sheet 3 ATTORNEY plied thereto; 1

Patented Jan. 12, 1932 UNITED STATES PATENT; OFFICE I 'TALAN ERNEST LEOFRIO CHORLTON, or'nomion, ENGLAND AUTO-STOP common Application filed February 11, 1928. Serial- N0. 253,601.

My invention relates to means for supplying fuel to internal combustion engines and it has for an object to provide apparatus re' sponsive to predetermined overspeeds of the engine to interrupt the fuel supply thereto.

A further and more particular object of my invention is to provide a Diesel or compression-ignition type of engine, the cylinders of which have fuel injected thereinto in 1 any 10 suitable manner, together with governor mechanism responsive to a predetermined minimum overspeed in order to interrupt the injection of fuel into the cylinders. While it has been proposed to govern a Diesel engine tomaintain a predetermined speed with good regulation'from no load to full load, nevertheless, it may occur that the governor mechanism may become ineffective, in which case it is desirable that some means should be employed to prevent overspeeding of the engine I whenever the latter is likely to occur. Accordingly, therefore, I provide a Diesel engine having an auto-stop governor mechanism operated from" a driven shaft of the engine, the auto-stop governor mechanism being responsive to a predetermined minimum overspeed of the enginefand, when actuated, it serves to interrupt the injection of fuel into the engine cylinders.

These and other objects are effected by my 7 inventionas will be apparent from the following description and claims taken in con- V nection with "the accompanying drawings,

. jected at proper times by the fuel injection pump 12 operated from a suitable engine shaft. The pump 12 is carried by a housing 1.3 which encloses operating mechanism for the'pnmp, the housing being disposed forwardly of a governor bracket or housing 14, which supports the overnor' 15. The governor-includes a spee -changer so that it may 8 be set to govern at any desired speed within the range of the governor. A lever 16 is shown on the governor for setting the speedchanger; and operation of the speed-changer serves to secure rocking of the shaft 17 and the crank 18, the latter being connected by a link 19 to a suitable crank 20 controlling the timing of injection with respect to the engine. In order that, the quantity of fuel may be varied'for operation at a selected speed from no,load to full load, the governor operates torock the crank 21 to reciprocate the rack 22, the latter being associated with the fuel injection pump 12 in order to vary the duration of fuel in ection.

In Fig. 2, I show a form of pump to which my invention may be applied In this view, I

provide a pump cylinder 23 having a pump piston 24 therein. The cylinder is provided with an inlet or supply passage 25 which is intersected by a valve cylinder 26 having a piston valve 27 therein. The pump cylinder is provided with a discharge passage 28 communicating with the distributor cylinder 29, the latter being provided with outlet passages 30 and 31, which are offset with respect to the passage 28. A distributor valve 32 is arranged in the cylinder 29.

The piston valve 27 is provided with a pistonvalve portion 33 having an upper substantially normal transverse face 34 and a 1 lower inclined or helical face 35. The distributor valve 32 is provided with a reduced portion 36 so that the discharge passage 28 may be placed in communication with either go of the supply passages 30 and 31. Y

The piston valve 27 is operated in proper timed relation with respect to the pump piston 24 so that, during the working stroke of the pump piston 24, the piston valve portion 33 interrupts communication through the inlet supply passage 25. When-such interruption take place, a hammer blow is imparted to the fuel oil by the pump piston 24 with the result that a very high pressure may be imposed on 40 may supply two cylinders.

' 45 5, I show an engine-operated shaft 40 having the oil; and, with the distributor piston valve 32 affording communication between the outlet passage 28 and one of the distributor passages, 30 or 31, oil will be injected, for example, through the distributor passage 30, to

a supply line leading to a pressure-responsive injection device 39 associated with an engine cylinder 11. Hence, it will be seen that the duration of injection during a working stroke of an engine cylinder depends upon how long the inlet supply passage 25 is interrupted during a Working stroke.

. In order that the durationof injection may be varied during the working stroke, I provide the arrangement of end faces 34 and 35 for the piston valve 33 having the design already referred to in order that, by imparting rotary movement to the piston valve 27,

interruption of the inlet supply passage 25 by the piston valve portion 33may be varied. The piston valve 27 is turned angularly about its longitudinal axis in response to the governor; and, to this end, I show the upper end of the piston valve having a slidable but nonflrotatable connection with respect to a pinion member 75 which may be operated by the rack member 22 already referred to.

The particular characteristics of the pump.

just referred to constitute no'part of the present invention but brief reference is made thereto in order that the auto-stop governing mechanism to be described may be better understood. As may be seen from my applica-- tion' Serial No. 263,421, filed March 21, 1928, the pump preferably embodies aplurality of cylinders arranged side-by-side, each cylinder being arranged to snpply two internal combustion engine cylinders, the distributor valves '32 being provided so that each pump Referring now tothe auto-stop governing mechanism'for interrupting injection of fuel oil in case the engine should .exceed a predetermined minimum overspeed, in Figs. 3 and a multi-part inertia device 41 associated therewith for tilting the crank 42 carried by the stub shaft 43. The inertia device 41 comprises a supporting part 44 secured to the shaft and provided with a guide stem 45 for a weight 46. The supporting member 44 of the springs 49 so that outward movement of the movable weight member 46 may take clockwise direction in Figs. 3 and 4. This results in downward movement of the link 52 connected to a crank arm 53 carried by the shaft 43 and downward or counter-clockwise movement of the crank 54 to which the upper end of the link 52 is connected. The crank 54 is connected to a stub shaft 55 operatively associated with a pawl 56 urged by a spring 57 toward the member 58 having an abutment 59 for engagement by the toe of the pawl, the arrangement being such, in Fig. 3, that the pawl 56 prevents counter-clockwise rotation of the member 58 and the shaft 60 by which the latter is carried.

The crank member 54 and the stub shaft 55 are supported by a housing construction 61 which extends forwardly of the pump 12 and also supports the shaft 60.

Referring to Figs. 2 and 5, it will be noted that each pump cylinder is provided with escape passage 63 having an inwardly-directed seat 64 with which preferably a ball valve 65 cooperates normally tomaintain the escape passage closed. Each ball valve 65 is unseated when required by plungers 66. The plungers 66 extend beyond the outer ends of the pump cylinders 23 and they are provided with beads 67 with which cooperates an eccentric 68 operatively connected to the shaft 609 A spring 69 surrounds the shaft 60, has one end connected to the supporting structure and has its other end connected to the shaft 60 or the "member 58 carried thereby, and initial torsion is placed in the spring 69 so that, when the pawl 56 is disengaged from. the abutment 59, the force of the spring is suflicient to operate the shaft 60 and the eccentric 68 connected to the latter in order to depress the plungers 66 and to open the escape passages for the pump cylinders. Movement ofthe shaft 60 in a counter-clockwise direction to a point suflicient to open and maintain open the escape passages is provided by having a motion limiting member associated with the shaft 60, this motionlimiting member being in the form of an operating handle 70 carriedby the member 58 and extending through an arcuate slot 71 arranged in the supporting housing or structure. When the member .70 reaches the lefthand end of the slot 71, all of the escape passages will be open.

From the foregoing, it will be apparent that, when the Weight member 46 moves out sufiiciently, the crank 42 will tilt in a counterclockwise direction, thereby pulling the link 52 downwardly and moving the crank 54 and the shaft 55 angularly in a counter-clockwise direction in order to move the pawl 56 away from the abutment 59. As soon as the pawl is disengaged from the abutment, energy of the spring 69 causes the shaft and the connected eccentric 68 to move in a counterclockwise direction to depress the plungers 66 to open the escape passages of the pumps. When it is desired't-o restore the parts to normal position, after the speed has decreased or the engine has stopped and the weight member 46 has been pulled back by the springs 49, the lever or crankM is pulled upwardly by grasping the handle 73; and, at the same time, the handle is moved toward the right or in a clockwise direction. Movement of the crank 54 in a clockwise direction permits of the pawl 56 moving to-.

ward the member 58 and movement of the crank 70 to its extreme right-hand position results in positioning of the abutment 59 properly to be engaged by the pawl when the latter may move inwardly to engage therewith; and inward movement of the pawl 56 for this purpose .is permitted by upward movement imparted to the lever 54.

While I have shown my invention in but one form, it willbe obvious to those skilled in .the art that it is not so limited, but is susceptible of various changes and modifications without departing from the spirit thereof, and I desire, therefore, that only such limitations shall be placed thereupon as are imposed by the prior art or as are specifically set forth in the appended claims.

What I claim is:

- 1-. The combination with an internal combustion engine having a cylinder provided with a pressure-opened injection device and a pump connected by a passageway to the device, of an escape passage communicating with said passageway and provided with a valve seat directed toward the passageway, a valve cooperating with said seat and normally seated, a plunger for unseating the valve, a cam for operating the plunger, a spring for operating the cam, releasable means for normally holding the spring so that the cam occupies a position permitting the valve to seat, and means responsive to a .predetermined overspeedof the engine for releasing the spring, whereby the spring actuates the cain to open the escape passage.

2. The combination with an internal combustion engine having a plurality of working cylinders and a fuel pump for periodically supplying fuel to the engine cylinders, said fuel pump embodying a plurality of cylindershaving reciprocating plungers disposed therein, of an escape passage for fuel communicating with'each pump cylinder, a valve associatedwith each pump cylinder for normally closing the escape passage, a cam shaft disposed in operative relation with a plurality of saidvalves, spring means normally ineffective for actuating the cam shaft,

.and means responsive to a predetermined overspeed of the engine for rendering said spring means effective to adjust the cam shaft to open the valves, whereby the supply of fuel to the engine cylinders is interrupted.

3. The combination with an internal combustion engine having a plurality of working cylinders and a fuel pump for periodically supplying fuel to the engine cylinders, said fuel pump embodying a plurality of cylinders having reciprocating plungers disposed therein, of an escape passage for fuel communicating with each pump cylinder, a valve associated with each pump cylinder for normally closing the escape passage, a cam shaft disposed in operative relation with a plurality of said valves, spring means for actuating the cam shaft, releasable, means for retaining the spring means normally inactive, means responsive to a predetermined overspeed of the engine for releasing the releasable means and for rendering the spring means effective to adjust the cam shaft to open the valves, and means for limiting the movement of the cam shaft.

4. The combination with an internal combustion engine having a plurality of working cylinders and a fuel pump for periodically supplying fuel to the engine cylinders, said fuel pump embodyinga plurality of cylinders having reciprocating plungers disposed therein, an escape passage for fuel communicating with each pump cylinder, a valve associated with each pump cylinder for normally closing the escape passage, a

cam shaft disposed in operative relation with said valves, a spring for actuating the cam shaft, retaining means for normally rendering the spring ineffective to actuate the cam shaft, a trigger for releasing the retaining means, and means responsive to a predetermined overspeed of the engine for moving the trigger so as to effect actuation of the cam shaft by the spring,-whereby the valves are opened and the supply of fuel to the engine cylinders is interrupted.

5. The combination with an internal combustion engine embodying a plurality of aligned working cylinders, an engine operated shaftand a fuel pump driven in timed relation with the engine shaft for periodically supplying fuel to the engine cylinders,

said fuel pump embodying a plurality of cylinders disposed in alignment in a plane which is substantially parallel to the plane of the engine working cylinders, of an escape passage for fuel communicating with each pump cylinder, a valve provided in each pump cylinder for normally closing the escape passage, a cam shaft disposed in axial alignment with the pump cylinders and in operative relation with the valves of the pump cylinders, spring means for effecting angular movement of the cam shaft, retainin, r means for normally rendering the spring means inactive, a trigger for releasing the retaining means, an overspeed governor provided on the engine shaft, and means responsive to movement of the overspeed governor for releasing the trigger from the retaining means, whereby the a valves in the escape passages are opened and the supply of fuel to the engine cylinders is.

interrupted.

In testimony whereof, I have hereunto subscribed my name this nineteenth dayof 19 January, 1928. 

